Heat control for manifolds



Jan. 23, 1934. o. c. BERRY HEAT CONTROL FOR MANIFOLDS Filed June 28, 1930 2 Sheets-Sheet l 44 AVE; 1/ .4 7

Jan. 23, 1934. o, C, BERRY Q 1,944,396

HEAT CONTROL FOR MANIFOLDS Filed June 28. 1930 2 Sheets-Sheet 2 4 ZVEJ Z/LJJ OZZO Cczfier'Ber y Patented Jan. 23, 1934 PATENT OFFICE 1,944,396 I HEAT CONTROL, FOR MANIFOLDS Otto Carter Berry, Flint, Mich, assignor to Marvel Carburetor 00., Flint, Mich., acorporation of Illinois Application June 2 8, 1930. Serial No. 464,519

1 Claim.

This invention relates to heat control apparatus for the intake systems of internal combustion engines and has special reference to the control of the heating effect of the exhaust gases on the intake hot-spot.

It is an object of this'invention to produce a hot-spot in which the amount of exhaust heat used is automatically controlled.

It is another object of this invention to control the exhaust heat by means of a device which is responsive to mixture temperature only, and is active only when the engine is operating at part throttle.

Another object of this invention is to produce a heat control that is simple and inexpensive to manufacture, install, and service.

It is generally well known that in the absence of any automatic heat control, when the'passageways conducting the exhaustgases to the intake hot-spot are arranged to heat the mixture adequately at l-owspeed, they supply far too much heat at open throttle, especially at high speeds. It is also well known that a passenger car engine is operated nearly all of the time at part throttle, and when the throttle valve is opened wide it is nearly always for a-very short time, like a short acceleration or pulling a hill. If the throttle is suddenly opened, the mixture temperature at open throttle will bear a direct relation to what the part throttle mixture temperaure was.

just before the throttle was opened. The manifolds can be so designed that the manifold and mixture temperatures will change rather slowly when the engine is pulling at open throttle. Under these conditions in a passenger car engine it is possible to get good practical results by providing a good automatic control of the mixture temperature at part throttle.

r In the-average engine some heat is required on the intake manifold to get good action at open throttle. The pressure in the exhaust manifold under these conditions is rather high and the exhaust temperatures are also high. The size of 'the exhaust passageway required to supply the hot-spot with enough heat for open throttle work is rather small, much smaller than is necessary to take care of part throttle operation. In this,

invention I therefore provide the hot-spot with a small but calibrated amount of fixed heat at open throttle, and provide for an additional amount of heat at part throttle, the latter being controlled by the thermostat. The fixed heat may be supplied in any of the conventional ways now in common use in the industry, and no description of the details of this device is included in this disclosure.

The valve in the exhaust passageway may be of conventional design such as illustrated here.

It must be so designed that in the on positionit will force all or a considerable part of the exhaust gases over to the hot-spot, while in the off position it will provide only the fixed minimum opening for the exhaust. The idea is to have this valve held in the off position by a spring. When the engine is running at part throttle, .cold, the valve is turned to the on position by the suction in the intake manifold working on a diaphragm and overcoming the action of the spring. When the mixture is heated to the desired temperature the thermostat breaks the suction on the diaphragm and the heat valve again goes to'the off position, until the mixture temperature again gets below the critical temperature, when the heat is again turned on. The thermostat thus throws the extra heat either all on 'or all off, leaving it on just long enough to keep the mixture temperature-up .to the desired point.

' Other and further important objects of this invention will be apparent from the disclosures in the specification and the accompanying draw ings.

This invention (in a preferred form) is illustrated in the drawings and hereinafter more fully described,

On the drawings:

Figure l is a View of the manifolding system of an internal combustion engine incorporatin features of this invention.

Figure 2 is an enlarged section on the line II-II of Figure 1 showing details of theheat control mechanism in the heat on position.

Figure 3 is a section similar to Figure 2 showing the control mechanism'in the heat off position.

As shown on the drawings: The engine manifolding system, chosen to illustrate one embodiment of this invention, comprises an engine block 10 havingthe usual exhaust and intake ports 11 and 12, the exhaust ports 11 being connected by an exhaust manifold 13 the discharge end of which leads to an exhaust diversion valve body 14 containing a diversion valve 15. g

The intake ports 12 are fed by horizontal branches 16 of an intake manifold the riser 17 of which is fed by a carbureter 18. In the form shown a heating jacket 19 surrounds the location of the carbureter throttle valve 20, the jacket being connected by an outer or return tube 21 to the diversion valve body, an inner tube 22 forming the exhaust gas supply conduit to the heating jacket.

Since the foregoing structure has been chosen merely to illustrate the application of the subject matter of the present invention, it is to be understood that the invention is not confined to such use since there are various other ways of providing controllable heat to the intake manifold. The particular arrangement for manifold heating operates to divert the full flow of heated exhaust gases through the tube 22 to the riser jacket 19 and thence back to the valve body 14 below the diversion valve 15, when the valve 14 is substantially horizontal, and thus cuts off the straight flow of exhaust gases through the valve body 14. When the valve 15 is turned substantially to a vertical position the straight through flow of exhaust gases is permitted although some heat will still be supplied to the jacket 19. This minimum heat transfer condition can be varied by so proportioning the various passages as to obtain suflicient heat for good action under open throttle or slight suction conditions.

In order to control the valve 15 it is provided with a lever 23 linked by a rod 24 to a diaphragm' rod 25 in a control device incorporated into the intake manifold at any convenient point on the engine side of the heating jacket 19. As shown the device is mounted in a housing applied to the riser 17, the housing including a diaphragm chamber 26 on one side of one of a pair of bosses 27 and 28 diametrically disposed relative to the riser 17. The bosses 2'7 and 28 are drilled in alignment, the boss 28 being formed with a shoulder 29 and threaded to receive a plug 30 having a second shoulder 31. A bimetallic strip of thermosensitive metal 33 is placed edgewise to the mixture flow in the riser and is anchored in heat insulating material 34 clamped between the shoulders 29 and 31, the assembly being air tight. The free or movable end 35 of the thermostatic member extends into the opposite boss 27*and is forked to engage a groove in a spool 36.

The diaphragm chamber 26 is closed-by a cap 37 which clamps the edges of a flexible diaphragm'38, the rod 25 previously mentioned engaging the center of the diaphragm by means of discs 39 and suitable securing means 40. The rod 25 thus moves back and'forth in a suitable bearing in the cap 37 as the diaphragm moves in and out, the arrangement of the linkage being such that when the diaphragm and rod move to the left hand position of Figure 3 the heat is off" due to the valve 15 being turned to the vertical position. The diaphragm is pushed towards its outer position by the spring 41 so'that the heat control is normally in the off position except under certain engine operating conditions.

The chamber 26 back of the diaphragm communicates with the interior of the boss 2'7, and consequently with the interior of the intake riser 17, through an orifice plug 42 containing a valve seat 43 against which a valve 44 can be seated. The valve is guided in a perforated pilot sleeve 45 so that when the valve is retracted manifold suction reaches the chamber 26 through such perforations. 44 engages in the spool36 so that the valve is A threaded stem 46 on the valve seated by a counterclockwise deflection of the thermostatic member due to an increase in mixture temperature, thus cutting 01f communication between the diaphragm chamber and the intake manifold. When the thermostatic member is below the temperature adjusted for it, it will retract valve 44 thus reopening communication with the intake manifold.

Both sides of the diaphragm are vented through ports 47 and 48, the vent 48 to the rear or suction side of the diaphragm being so proportioned that while it will be effective to break the suction when the valve 44 is closed, it is still so restricted that when the valve 44 is retracted, the intake vacuum or suction will be effective to draw the diaphragm to the right, against the force of the spring 41, especially at high part load suctions. The extent of diaphragm movement is proportional to the suction and spring pressure so that calibration of the spring can be such that a full fheat on position of the control valve 15 is obtainable at any point in the range ofsuction between full power and idling, as individual engine conditions may require. Thus the basic on and off control can be modifled to reduce the required frequency of operation of the diaphragm as well as to vary the optimum temperature conditions by a suitable adjustment of the valve 44 relative to the thermostatic member.

It will thus be seen that I have invented an improved automatic temperature control responsive directly to mixture temperatures to. maintain optimum operating conditions throughout the range of an engine.

I am aware that many changes may be made and numerous details of construction may be varied through a wide range without-departing from the principles of this invention, and I therefore do not purpose limiting the patent granted hereon otherwise thannecessitated by the prior art. a

I claim as my invention:

In combination with an intake manifold heating system .for internal combustion engines, which system includes a heating jacket enveloping part of the intake manifold and a control valve for adjusting the supply of heat to the heating jacket, of means responsive to suction in the manifold and to the temperature of the air and fuel mixture in the manifold, respective- 1y, connected to operate the control valve, said means comprising acasing in fluid communication with theintake manifold, a movable member in said casing defining a suction chamber therewith, means defining a port to bleed air to the suction chamber, a conduit connecting the suction chamber with the intake manifold, a valve for said conduit, athermostat positioned exposed to the fuel and air mixture in the manifold and connected to actuate said last named valve when the mixture reaches a predetermined temperature, whereby the balance between air bleed and. suctionin the suction chamber will be varied in accordance with the desired balance betweenmanifold suction and the mixture temperature to control operation of said movable member.

OTTO CARTER BERRY. 

